Advances in Social Science, Education and Humanities Research, volume 475 Proceedings of the 3rd International Conference on Dwelling Form (IDWELL 2020)

The Potential of Transit-Oriented Development (TOD) and Its Typology in Block-A Area Baiq Lisa Wahyulina1* Evawani Ellisa1

1 Postgraduate School of Urban Design, Department of Architecture, Universitas , City, West 16424, Indonesia *Corresponding author. Email: [email protected]

ABSTRACT The development of the MRT transportation system stimulates Transit-Oriented Development (TOD) at some MRT stations. The selected TOD areas that will be managed by PT.MRT Jakarta are Bundaran HI, Dukuh Atas, , Bendungan Hilir, Istora, Senayan, Blok M, and Lebak Bulus [1]. This development raises a problem related to the unidentified prerequisites for the TOD area, especially for the intermediate station area. Each station has a specific character that requires a study to find the right TOD typology for its development. This research was conducted at Block-A MRT Station, an intermediate station that connects two business centers, SCBD- Central Business District, and T.B. Simatupang office area. The strategic location of Block-A makes it the crucial transit point with high accessibility. This study investigated TOD potential in Blok-A MRT Station and identified the suitable TOD typology for it. We analyzed the spatial conditions associated using existing theories, variables, and pre-determined indicators to identify the suitable TOD typology for the Block-A area. We found that urban TOD typology is the most appropriate typology for the area. These results can be used as a reference in making detailed zoning maps of spatial plans related to land use and building intensity in the Block-A area that leads to an integrated and sustainable TOD.

Keywords: The Jakarta MRT, Transit-Oriented Development (TOD), TOD area prerequisites, Block-A MRT Station, TOD typology various issues of transportation and land use [6]. While there have been plans to develop transit-oriented areas at 1. INTRODUCTION some station, but in reality, there are some partially done TOD areas. There is no integration between the DKI Urban transportation is one of the most fundamental issues Jakarta’s spatial plans (Rencana Tata Ruang Wilayah or in urban planning [2]. The introduction of the RTRW) with the TOD plan, which are managed by system to urban transportation chains has created PT.MRT Jakarta. substantial changes in the flow of traffic and has DKI Jakarta Government has assigned PT.MRT Jakarta as consequently affected the population attraction and the the primary operator of the TOD area in the North-South development of the surrounding areas in each station [3]. A Corridor (covered in Phase 1 of the MRT construction). transit station generates activities. It is also a desirable This assignment is based on Governor Regulation No. 140 “place” to live, open a business, or to find a workplace [4]. of 2017 concerning the Assignment of PT.MRT Jakarta as The concept of urban development around the transit station the Main Operator in TOD Area Management. Through is promoted as Transit-Oriented Development (TOD). these regulations, PT.MRT Jakarta was given the task of Transit-oriented development covers an area within a mile working with the developers or the building owners to or 1/4 mile of a public transportation station and has a create TOD-based integrated areas. variety of functions whether administrative, recreational, The TOD areas will be managed by PT.MRT Jakarta is retail, and residential [5]. The high density, compaction in Bundaran HI, Dukuh Atas, Setiabudi, Bendungan Hilir, the urban fabric, and the presence of open and public spaces Istora, Senayan (underground), Blok M, and Lebak Bulus are the other characteristics of TOD [5]. The core purpose (elevated) [1]. This raised a research problem related to the of TOD is to improve the quality of life and the creation of TOD area's unidentified prerequisites. The existence of the livable spaces for the individuals in a society [5]. Jakarta MRT as a high-quality transportation system with The transportation network that stimulates the development dense transit activities certainly stimulates transit-oriented of the area around the transit station also occurred in DKI development at all station points, including the intermediate Jakarta after the completion of the MRT construction. stations. Therefore, this study is Unfortunately, city development is usually followed by

Copyright © 2020 The Authors. Published by Atlantis Press SARL. This is an open access article distributed under the CC BY-NC 4.0 license -http://creativecommons.org/licenses/by-nc/4.0/. 54 Advances in Social Science, Education and Humanities Research, volume 475

aimed to identify the potential and opportunities for the centers namely SCBD-Sudirman Central Business District TOD implementation in the intermediate stations located and T.B. Simatupang office area (Figure 1). With a supply- between Blok-M and Lebak Bulus station. We focused on oriented approach, this research proved that MRT Station MRT Station Block-A because it connects two business Block-A has the potential for TOD development.

Figure 1 The Jakarta MRT’s network 2. RESEARCH METHODOLOGY Table 1 List of datasets

This research was conducted by 1) identifying criteria and indicators to analyze TOD potential location for the DKI Jakarta context, and 2) using the criteria and indicators to analyze the TOD potential and the typology of Block-A area. The research used a descriptive approach to determine the characteristics of the Block-A area and a prescriptive approach to identify problems and to provide recommendations related to the issue of transit-oriented development opportunities in the area. The research applied a survey-based research method and The discussion began with a description of TOD typology analytical method (descriptive analysis and content criteria and the indicators chosen through an extensive analysis). Content analysis was based on secondary data review of TOD literature about its concept, land use, and (Table 1) and used it to assess the feasibility of the Block- transportation. Then we used them to analyze Block-A area A area for TOD. Data collection was obtained from potential as TOD by elaborating its correlation with the institutional and literature—additionally, government area's existing condition, the spatial plans, and the documents and others that can support the analysis process transportation system plans. in this research. We have some important notes regarding this research. First, this research was supply-oriented, not demand- oriented. It means this research was focusing on the idea of implementing the TOD in the Block-A area based on the

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existing conditions and the detailed plans of transportation Center TOD, Sub-Urban Center TOD, and Transit-town systems and spatial plans. Nevertheless, a field survey was Center TOD when they studied Metropolitan conducted in 2009. Second, this research only focused on Area. We then chose typology criteria and indicators three TOD center (not neighborhood level) typologies, through an extensive review of TOD literature and the namely Regional TOD, Urban TOD, and Sub-Urban TOD. assessment of data availability. We found Regional, Urban, and Suburban TOD suitable for Jakarta Metropolitan Region (JMR). It is done by grouping transit areas according to existing conditions so that it is useful to identify potential TOD [12]. We limit the research to Regional, Urban, and Suburban TOD because Regional TOD is the regional service centers. It is the center of economic activity and regional community [12]. The TOD creates synergy between community and the region, work and settlement, the level of density and service, and the individuals and the society [12]. Jaiswal [13] identified the TOD Regional with the presence of thematic land-use mix and with the dominant presence of the built environment served by various modes of transportation networks. Urban TOD is the city service scale that serves as the economic center that is located in the city's main circulation such as intercity stops or train stations, whether they are or heavy rail [12]. Urban TOD is developed in conjunction with high-intensity commercial areas, office blocks, and high-density dwellings [12]. The TOD plan focuses on high-density settlements because it allows direct Figure 2 Research framework access to transit points without changing other modes of transportation [12]. 3. TOD TYPOLOGY, CRITERIA, AND Suburban TOD is the sub-city center. It serves local residences and helps develop housing for the low class and INDICATORS the middle class [12]. Sub-urban TOD is equipped with There are several studies related to TOD typology. Sung and public facilities and green open spaces to provide easy Oh [7] introduced the TOD typology into Urban & access through various modes of transportation [12]. Neighborhood TOD [8]. Then, the typology was developed Within the scope of these three typologies, we identified the by various researchers such as Cervero & Sullivan, Vale, potential of Block-A as TOD using the criteria and and Mafame [9-10]. Widyahari & Indradjati [11] proposed indicators compiled by Widyahari & Indradjati [11] with the TOD typology called Regional Center TOD, Urban additional criteria from Taki & Maatouk [12]. The criteria and indicators are listed in the following tables (Table 2). Table 2 The Criteria & Indicators (To identify Block-A as potential locations of TOD and its typology)

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4. BLOCK-A AREA PROFILE

Block-A is a part of The area, a settlement [5, 16-18]. The main access to Block-A MRT Station is via that was built after Indonesian independence to fulfill the Fatmawati Street. At the beginning of the planning stage, urgent need of settlement [14]. The Kebayoran Baru area proper development location is the main requirement for was built with the garden city concept. Based on the original TOD [19]. plan, it consisted of 19 blocks, Block-A to Block-S [14]. Fatmawati Street connects two business centers, namely the There are only three blocks remain, namely, Block-A, Sudirman Central Business District and TB Simatupang Block-M, and Block-S [14]. Office Area. This road strip is a congestion point in the The main access to the Block-A area is Fatmawati Street, a area. During peak hours, the vehicle volume secondary collector road [15]. This road is traversed by the is up to 3,424 units/hour [20]. A location with road Jakarta MRT line with Block-A MRT Station as one of the congestion or traffic jam at peak hours is one of the main area's transit stations. Based on these conditions, the Block- criteria for TOD potential locations [5, 16-18]. The decline A area has reached the primary criteria and indicator of the in citizens' quality of life due to their dependencies on potential location of TOD, which required it to have a private vehicles are the main reason for the birth of TOD primary transportation mode to access the city downtown [21]. [5, 16-18], and it has a collector road to access the station

5. ANALYSIS OF TOD POTENTIAL AND ITS TYPOLOGY IN BLOCK-A AREA 5.1. Transit Mode

Figure 3 Intermodal integration in the Block-A area

The Block-A area has reached the primary criteria and (10 minutes walking) to the primary mass transit station. It indicator of the TOD potential location, which must have a means, Block-A MRT Station must be developed as a primary transportation mode (MRT) to access the city transit hub. It facilitates direct accessibility for MRT users downtown [5, 16-18]. It also has a collector road to access to carry out transit activities between transportation modes. the station [5, 16-18]. Center for Transit-Oriented The transit hub is a TOD core area with a radius of 175m Development [17] and Glickman [19] revealed that the [5]. TOD potential location requires a maximum 700m radius

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For the transit modes diversity and services criteria, TOD 5.2. Transit Frequency locations must have a short distance commuter (microbus, city bus, BRT, MRT/LRT/) and medium- Jakarta MRT operates 16 trainsets to improve the quality, long distance non-commuter (inter-region bus) convenience, and punctuality of the train schedule [22]. The transportation network [16, 17, 19]. The data collected operational evaluation done in April 2019 proves that the reveals that within a 700m radius of the transit hub (the train schedule and commuting length are 99.8% accurate Block-A MRT station), there are 15 bus stops for [22]. Jakarta MRT operates for 19 hours, from 05.00 until Transjakarta , Metromini, APB buses (Angkutan 24.00 [22]. It makes per 5 minutes during peak Pengganti Bemo or four-wheeler auto-rickshaw), and inter- hours, which are 7-9 AM and 5-7 PM [22]. This data reveals region buses. The public transportation network that transits that the Block-A area had fulfilled the criteria and indicators in the Block-A MRT Station is explained in Figure 3 and for 15 minutes maximum transit mode headway frequency Table 3. [16, 17, 19]. It also meets the TOD location prerequisites Transjakarta tracks within this area also have 3 Metromini for the 17 hours’ minimum service time of the transit mode stops, namely S605 (Blok-M - Kampung Rambutan), S614 in the area that (05.00–22.00) [16, 17, 19]. In the Block-A (Pasar Minggu - Cipulir), and S610 (Blok-M - Pondok area, there are other modes of transportation. Transjakarta Labu). APB JS01A is also one of the public transportations operates from 05.00-24.00, Metromini from 05.00-24.00, with access to the Block-A area, which stops at Block-A APB operates from 05.00-16.00, and the inter-region buses Market located right beside the station. Block-A area is also operate from 04.30-22.00 (see Table 3). crossed by inter-region buses such as AJA P AC138 (Blok- Based on surveys and field simulations, the required transit M - Poris Plawad), Mayasari Bakti AC05 (Blok-M - ) time to move from the MRT to other transportation modes and Sinar Jaya AC151 (Blok-M - Alam Sutera). Transit is around 5-15 minutes. It reveals that for the aspect of activities in Block-A are also supported by the existence of transit frequency, the Urban TOD typology is suitable for transportation modes such as online taxis and electric the Block-A area. scooters that rented for access between stations. Block-A area meets the criteria and indicators of potential TOD locations in terms of the existence of transit modes. For this aspect, the Blok-A region meets the prerequisites for the three TOD typologies.

Table 3 Public Transportation Network that Operates in MRT Station Block-A

5.3. Mixed of Land-Use The existing condition of the Block-A area, according to its Based on the DKI Jakarta RDTR 2004, the existing Block- land-use, has indeed fulfilled the criteria of minimum types A area within the TOD radius has seven land-use zones, of land-use, but its zoning pattern in the spatial plan including City/Neighborhood Scale Park Zone, Local (RTRW) needs to be rearranged. The land-use zoning in the Government Zone (civic uses), Mixed-Use Zone, Zones for Block-A area is currently a linear strip (Figure 5). It has not Terminal Infrastructure, National Government Zone (civic yet formed a unified land use composition, as developed by uses), Residential Zone, and Commercial Zone (for office, Calthorpe [5]. trade, and service) (Figure 4). It means, for mixed of land- use aspects, the Transit-Oriented Development in the Block-A area meets the prerequisites for Sub-Urban, Urban, and Regional TOD typologies.

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Figure 4 The existing land-use of the Block-A area within TOD radius

Figure 6 Analysis of the Block-A area regarding its location to the Flight Safety Area (KKOP) of Airport, Pondok Cabe Airport, and Soekarno-Hatta International Airport

Figure 5 The linear zoning in the Block-A existing area 5.4. Building Intensity

Block-A area is located in the outer ring of the Flight Safety Area (KKOP) of Jakarta’s main three airports. In this area, the allowed building heights is up to +150 m or equivalent to 30-36 floors (Figure 6). It means the location of the Block-A area is appropriate for high-rise building development. It means this area is suitable for Regional TOD typology development. We also need to analyze the existing condition of the building intensity. The regulation of the building intensity enacted by the local government in the spatial plan (RTRW DKI Jakarta) can be found in (Figure 7).

Figure 7 The existing building intensity of the Block-A area

The existing FAR (Floor Area Ratio) of the Block-A area ranges from 1.2-2.4 (Urban TOD typology), with the number of allowed floors ranging from 2-4 floors (Urban and Sub-Urban TOD typology). The existing BCR (Building Coverage Ratio) of the Blok-A area ranges from 40-60% (Urban and Sub-Urban TOD typology). Based on the spatial planning data, from the aspect of existing building intensity, the development of the Block-A area leads to Urban and Sub-Urban TOD typology.

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5.5. Retail Characteristics optimize development intensity and transit activities, we recommend a 'redevelopment' of the Block-A area. The trading and services areas along Fatmawati Street, We need to further examine the urgency to develop Block- especially in the Block-A area, cover regional, local, and A Area MRT Station as an urban scale TOD and its transit community-scale services [15]. This broad-scale service capacity as well as its optimal density. It can be done can be seen from the variety of trading and service activities through research related to (1) the benefit of the throughout the Block-A area. Block-A area is well-known development for Jakarta or the ones who most benefit from as a trading area for building materials, interior, and sanitary the development and also how the development might differ ware. This area is also known as an automotive area due to from other developments; 2) the carrying capacity of the the famous Block-A market. Based on this service scale, the environment to adjust the building intensity during the Block-A area is suitable for Urban TOD typology process of re-visioning RDTR of DKI Jakarta; 3) study related to the type of connectivity at the Block-A TOD 6. CONCLUSION transit hub that supports the success of transit activities and accessibility. This discussion is important to formulate the This research found that the urban TOD typology is spatial plans (RTRW) for the Block-A TOD area and also appropriate for transit-oriented development in the Block- to create integrated and sustainable TOD area. A area. Table 4 shows the assessment of each criterion and The development of TOD typology as an analytical method, indicators. Urban TOD typology has some characteristics, which has been demonstrated in this study, is suitable for namely 1) high diversity of activities (land-use) and transit analyzing the potential development of transit-oriented modes; 2) high mobility and stated as 'destination' area for areas at intermediate station points that connect two the worker with sub-regional service scale; 3) dominated by interchange stations. The intermediate station point area is mid-rise building type and some high-rise, and 4) supported a transition area between two downtowns. This method by a population of dwellers [12]. These characteristics lead helps to analyze the suitable TOD typology for the to the need to revise the spatial plans (RTRW) in the Block- transition area. This method is suitable for supply-oriented A area to support development with high intensity. research, research that focuses on the idea of implementing Land-use regulation should optimize and stimulate transit TOD based on existing conditions, and plans related to activities that lead to the use of space with vibrant ambiance transportation and spatial systems. (large scale commercial, office/co-working space, housing, and park) so it can eliminate private vehicle usage. To

Table 4 The assessment for each criterion and indicator related to the appropriate TOD typology for the Block- A area

ACKNOWLEDGMENT

This research is funded by Penelitian Dasar Unggulan Perguruan Tinggi (PDUPT) Number: 8/ AMD/E1/KP.PTNBH/2020 REFERENCES

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